CN111267820A - Dynamic performance test system for foundation brake device - Google Patents
Dynamic performance test system for foundation brake device Download PDFInfo
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- CN111267820A CN111267820A CN202010119570.8A CN202010119570A CN111267820A CN 111267820 A CN111267820 A CN 111267820A CN 202010119570 A CN202010119570 A CN 202010119570A CN 111267820 A CN111267820 A CN 111267820A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
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Abstract
The invention discloses a dynamic performance testing system of a foundation brake device, which comprises a driving part, an inertia wheel set, a gearbox and a wheel set, wherein the driving part is in transmission connection with the wheel set through the inertia wheel set and the gearbox; the brake system is characterized by further comprising a basic brake device, wherein the basic brake device comprises a brake cylinder and a brake output component, the brake cylinder is in transmission connection with the brake output component and can drive the brake output component to brake the wheel pair, and the brake output component is further provided with a first sensor and is used for monitoring the braking force of the brake output component on the wheel pair. By adopting the structure, the actual driving state of the railway vehicle can be accurately simulated by arranging the driving part, the inertia wheel set, the gearbox and the wheel set, then, the braking force output by the braking output part is monitored by the first sensor, and the braking force transmission efficiency of the railway vehicle basic braking device under the dynamic condition can be obtained by comparing the braking force with the air pressure of the brake cylinder.
Description
Technical Field
The invention relates to the technical field of railway vehicle performance testing, in particular to a dynamic performance testing system of a foundation braking device.
Background
The transmission efficiency of the basic brake device of the railway vehicle such as a railway wagon is one of the key parameters for the design and evaluation of the brake system. In the past, the design of railway freight car brake systems in China is evaluated by static brake transmission efficiency, the static brake transmission efficiency is obtained by comparing and calculating the output thrust of a test brake shoe (brake pad) with the air pressure of a brake cylinder when a vehicle is in a static state, and although the static brake transmission efficiency can reflect the transmission efficiency of the brake force to a certain extent, the static brake transmission efficiency is still greatly different from the real transmission efficiency.
Therefore, how to test the transmission efficiency of the foundation brake device of the railway vehicle under the dynamic condition still remains a technical problem to be solved by those skilled in the art.
Disclosure of Invention
The invention aims to provide a dynamic performance testing system of a basic braking device, which can simulate and monitor the braking force transmission efficiency of the basic braking device in an actual driving state.
In order to solve the technical problem, the invention provides a dynamic performance testing system of a foundation brake device, which comprises a driving part, an inertia wheel set, a gearbox and a wheel set, wherein the driving part is in transmission connection with the wheel set through the inertia wheel set and the gearbox; the brake system is characterized by further comprising a basic brake device, wherein the basic brake device comprises a brake cylinder and a brake output component, the brake cylinder is in transmission connection with the brake output component and can drive the brake output component to brake the wheel pair, and the brake output component is further provided with a first sensor and is used for monitoring the braking force of the brake output component on the wheel pair.
By adopting the structure, the actual running state of the railway vehicle can be accurately simulated through the arrangement of the driving part, the inertia wheel set, the gearbox and the wheel set; during specific testing, the wheel set can reach the testing speed through the driving part, then the driving part can be closed, the wheel set, the inertia wheel set and the like are in an inertial rotation state, the brake cylinder is started simultaneously to control the brake output part to brake the wheel set until the wheel set stops rotating, in the process, the braking force output by the brake output part can be monitored through the first sensor, and the braking force transmission efficiency of the basic brake device of the railway vehicle under the dynamic condition can be obtained through comparing the braking force with the air pressure of the brake cylinder.
Optionally, the foundation brake device is a disc brake device comprising the brake cylinder, a brake disc and a brake pad assembly which in combination with the brake disc forms the brake output member; the wheel pair comprises a wheel shaft and two wheels arranged on the wheel shaft, the brake disc is arranged on the wheel shaft, the brake pad components are arranged on two axial sides of the brake disc, the brake cylinder is in transmission connection with the brake pad components through a first brake lever, and the first sensor is arranged at the connection position of the first brake lever and the brake pad components.
Optionally, the brake pad assembly includes a brake pad and a brake pad holder, and the first sensor is shaft-shaped and serves as a hinge shaft to which the first brake lever is hinged with the brake pad holder.
Optionally, an anti-rotation structure is further disposed between the brake pad holder and the first sensor to prevent the first sensor from rotating relative to the brake pad holder.
Optionally, the brake pad assembly further comprises a first temperature measuring component, and the first temperature measuring component can monitor the temperature change of the contact part of the brake pad assembly and the brake disc and the temperature change of the brake disc respectively.
Optionally, the foundation brake device is a tread brake device, and comprises the brake cylinder, two oppositely arranged brake shoe assemblies and a connecting assembly connected with the two brake shoe assemblies, wherein the brake shoe assemblies are the brake output components; the wheel pair comprises a wheel shaft and two wheels arranged on the wheel shaft, the brake cylinder is connected with the brake shoe assembly through the connecting assembly, the first sensor is arranged on the brake shoe assembly, and the two brake shoe assemblies can act on the two wheels in a one-to-one correspondence mode.
Optionally, the brake shoe assembly comprises a brake shoe and a brake head, the first sensor is mounted on the brake head, and the first sensor is further connected with a force measuring frame which protrudes out of the brake head and the mounting surface of the brake shoe by a set size; the brake shoe further comprises a connecting piece, wherein the connecting piece is used for connecting the brake shoe and the brake head, the force measuring frame is in contact with the back surface of the brake shoe in an initial state, and the output signal of the first sensor is zero.
Optionally, the connecting piece is a U-shaped bolt, one side rod of the U-shaped bolt penetrates through the brake shoe, the other side rod penetrates through the brake shoe support, and the extending parts of the two side rods of the U-shaped bolt are fixed through a limit baffle and a first fastening nut.
Optionally, in the installation direction of the brake head and the brake shoe, the brake head is provided with a through stepped hole, the stepped hole comprises a large-diameter hole section and a small-diameter hole section, and the large-diameter hole section is relatively close to the brake shoe in an assembled state; the first sensor is installed in the big-diameter hole section, and the data output end of the first sensor extends out of the small-diameter hole section and is fixed through a second fastening nut.
Optionally, the first sensor further comprises a connecting end portion, and the force measuring frame is in threaded connection with the connecting end portion and is fixed through a third fastening nut.
Optionally, the brake shoe is provided with a groove-shaped or protrusion-shaped positioning part, the brake shoe support is provided with a positioning matching part, and the positioning part is inserted into the positioning matching part during assembly; the number of the stepped holes is even, the stepped holes are symmetrically distributed on two sides of the positioning matching part, and each stepped hole is located in the middle of the brake head in the width direction.
Optionally, the connecting assembly comprises a connecting rod for connecting two opposite brake shoe assemblies, the number of the brake cylinders is two, and the two brake cylinders respectively act on the two brake shoe assemblies through the connecting rod.
Optionally, the brake system further comprises a second sensor, which is mounted on the piston rod of the brake cylinder and is used for monitoring the single-rod thrust of the piston rod.
Optionally, the connecting assembly includes a brake beam and two oppositely disposed mounting seats, the brake beam is used for connecting two opposite brake shoe assemblies, and two ends of the brake beam are slidably connected to the two mounting seats respectively, the number of the brake cylinders is two, and the two brake cylinders are respectively acted on the two brake shoe assemblies through the brake beam; or the connecting assembly comprises a brake beam, a second brake lever and two opposite mounting seats, the brake beam is used for connecting the two opposite brake shoe assemblies, two ends of the brake beam are respectively connected to the two mounting seats in a sliding mode, the number of the brake cylinders is one, and the brake cylinders are in transmission connection with the brake beam through the second brake lever.
Optionally, the brake system further comprises a third sensor and a fourth sensor, wherein the third sensor is arranged on the brake beam and used for monitoring the thrust of the single beam, and the fourth sensor is arranged on the second brake lever and used for monitoring the thrust of the lever.
Optionally, the brake shoe assembly further comprises a second temperature measuring component capable of monitoring the temperature change of the contact part of the brake shoe assembly and the wheel and the temperature change of the wheel respectively.
Drawings
FIG. 1 is a schematic structural diagram of an embodiment of a dynamic performance testing system for a foundation brake device according to the present invention;
FIG. 2 is a schematic structural diagram of another embodiment of a dynamic performance testing system for a foundation brake device according to the present invention;
FIG. 3 is a schematic view of the installation structure of the disc brake device and the wheel set;
FIG. 4 is an enlarged view of a portion of the disc brake of FIG. 3;
FIG. 5 is a side view of FIG. 4;
FIG. 6 is a schematic view of the construction of the brake shoe assembly;
FIG. 7 is a schematic structural view of a brake head;
FIG. 8 is a side view of the brake shoe assembly;
FIG. 9 is a schematic structural view of a connector;
FIG. 10 is a schematic view of one embodiment of a tread brake;
FIG. 11 is a schematic view of another embodiment of a tread brake;
FIG. 12 is a schematic view of another embodiment of a tread brake device.
The reference numerals in fig. 1-12 are illustrated as follows:
1a drive member;
2, an inertia wheel set;
3, a gearbox;
4 wheel pairs, 41 wheel shafts and 42 wheels;
5 disc brake device, 51 brake cylinder, 511 piston rod, 512 second sensor, 52 brake disc, 53 brake pad assembly, 531 brake pad, 532 brake pad holder, 532a connecting seat, 54 first brake lever, 55 middle rod, 56 first sensor, 561 data output end, 562 connecting end, 57 anti-rotation column part, 58 force measuring frame;
6 tread brake device, 61 brake shoe assembly, 611 brake shoe, 611a positioning part, 612 brake shoe holder, 612a stepped hole, 612b positioning matching part, 612c connecting part, 612d connecting hole, 613 connecting piece, 614 limit baffle, 615 first fastening nut, 616 second fastening nut, 617 third fastening nut, 62 connecting assembly, 621 connecting rod, 622 mounting seat, 623 brake beam and 624 second brake lever.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
The terms "first," "second," and the like, herein are used for convenience in describing two or more structures or components that are identical or similar in structure and/or function, and do not denote any particular limitation as to the importance or order.
Referring to fig. 1-2, fig. 1 is a schematic structural diagram of an embodiment of a dynamic performance testing system of a foundation brake device provided in the present invention, and fig. 2 is a schematic structural diagram of another embodiment of the dynamic performance testing system of the foundation brake device provided in the present invention.
As shown in fig. 1 and fig. 2, the present invention provides a dynamic performance testing system for a foundation brake device, including a driving component 1, an inertia wheel set 2, a transmission 3 and a wheel set 4, wherein: the driving part 1 can be specifically a motor and is used as a power source of the test system and is in transmission connection with the wheel pair 4 through the inertia wheel set 2 and the gearbox 3; the inertia wheel set 2 can be adjusted, is used for simulating the rotational inertia generated in the running process of different vehicle loads, and can be used as the load in the braking process to better simulate the real driving state; the speed matching relation between the inertia wheel set 2 and the wheel set 4 is coordinated through setting a proper transmission ratio of the gearbox 3, and the specific transmission ratio, the internal structure of the gearbox 3 and the like can be designed according to actual needs.
Here, the embodiment of the present invention does not limit the arrangement positions of the driving component 1, the inertia wheel set 2, the transmission 3, and the wheel set 4, and may specifically be determined according to the actual situation; alternatively, reference may be made to the drawings, in which the drive member 1, the inertia wheel set 2, the gearbox 3 and the wheel set 4 are coaxially arranged and are drivingly connected by means of a coupling or the like.
Further, a foundation brake device is included, which comprises a brake cylinder 51 and a brake output member, the brake cylinder 51 is in transmission connection with the brake output member and can actuate the brake output member to brake the wheel pair 4, and the brake output member is further provided with a first sensor 56 for monitoring the braking force applied by the brake output member to the wheel pair 4.
By adopting the structure, the actual running state of the railway vehicle can be accurately simulated by arranging the driving part 1, the inertia wheel set 2, the gearbox 3 and the wheel set 4; during specific testing, the wheel set 4 can reach a test speed through the driving part 1, then the driving part 1 can be closed, the wheel set 4, the inertia wheel set 2 and the like are in an inertial rotation state, the brake cylinder 51 is started simultaneously to control the brake output part to brake the wheel set 4 until the wheel set 4 stops rotating, in the process, the braking force output by the brake output part can be monitored through the first sensor 56, and the braking force is compared with the air pressure of the brake cylinder 51, so that the braking force transmission efficiency of the basic brake device of the railway vehicle under the dynamic condition can be obtained. The air pressure can be obtained by referring to the prior art, and the embodiment of the present invention is not described in detail.
Referring to fig. 3-5, fig. 3 is a schematic view showing an installation structure of a disc brake device and a wheel set, fig. 4 is a partially enlarged view of the disc brake device in fig. 3, and fig. 5 is a side view of fig. 4.
In one embodiment, as shown in FIGS. 3-5 in conjunction with FIG. 1, the foundation brake assembly may be a disc brake assembly 5, which is more resistant to thermal loading and more suitable for use in a pick-up truck, and includes a brake cylinder 51, a brake disc 52, and a brake pad assembly 53, the brake pad assembly 53 in combination with the brake disc 52 forming the aforementioned brake output member; the wheel set 4 may specifically include a wheel shaft 41 and two wheels 42 mounted to the wheel shaft 41, a brake disc 52 mounted to the wheel shaft 41, and brake pad assemblies 53 may be provided on both axial sides of the brake disc 52.
The brake cylinder 51 may be a bidirectional cylinder, two first brake levers 54 are disposed on two sides of the brake cylinder in the axial direction, the two first brake levers 54 may be connected through an intermediate rod 55, two piston rods 511 of the brake cylinder 51 may be respectively in transmission connection with two brake pad assemblies 53 on two sides of the brake disc 52 in the axial direction through the two first brake levers 54 on the two sides, and may be capable of extending and retracting in two axial directions simultaneously to drive the two first brake levers 54 to move, and further may control the two brake pad assemblies 53 on two sides of the brake disc 52 to move simultaneously to clamp or release the brake disc 52. A first sensor 56 may be provided at the junction of the first brake lever 54 and the brake pad assembly 53.
The brake pad assembly 53 may include a brake pad 531 and a brake pad holder 532. it is known that the brake pad 531 generates a high-speed friction with the brake disc 52 during braking, thereby generating a high temperature, and in order to prevent the first sensor 56 from being damaged by the high temperature, the first sensor 56 may be disposed at a junction of the first brake lever 54 and the brake pad holder 532.
Specifically, the first sensor 56 may be in a shaft shape and may serve as a hinge shaft for the first brake lever 54 to be hinged to the brake shoe 532, and in conjunction with fig. 4 and 5, the brake shoe 532 may be provided with a coupling seat 532a, and the first brake lever 54 and the coupling seat 532a may be hinged by the shaft-shaped first sensor 56.
The force measuring direction of the first sensor 56 should be consistent with the direction of the braking force (i.e. the action direction of the braking output component) to ensure the accuracy of the braking force monitoring, however, the first sensor 56 as a hinge shaft rotates during the use process, which is not favorable for the accuracy of the braking force monitoring. Therefore, in the embodiment of the present invention, an anti-rotation structure may be further disposed between the brake pad holder 532 and the first sensor 56 to prevent the first sensor 56 from rotating relative to the brake pad holder 532, so as to ensure that the testing direction of the first sensor 56 is consistent with the direction of the braking force, i.e. the testing direction is perpendicular to the brake pad holder 532 (or the brake pad 531).
The anti-rotation structure may have various forms, and in an exemplary embodiment, the anti-rotation structure may include a groove-shaped or hole-shaped anti-rotation limiting portion and a matched anti-rotation pillar portion 57, one of the two may be disposed on the pad holder 532, the other may be disposed on the first sensor 56, and when the sensor is assembled, the anti-rotation pillar portion 57 may be inserted into the anti-rotation limiting portion to limit the rotation of the first sensor 56. In the embodiment shown in the drawings, the anti-rotation pillar 57 may be mounted on the brake pad holder 532, and the anti-rotation limiting portion may be a groove-shaped portion disposed on the outer circumferential surface of the first sensor 56.
Further, a first temperature measuring part (not shown) may be further included, the first temperature measuring part may monitor a temperature change of a contact portion (specifically, the brake pad 531) of the brake pad assembly 53 and the brake disc 52 and a temperature change of the brake disc 52, respectively, and then, the braking heat load may be studied according to temperature change data of the brake pad 531 and the brake disc 52.
The structural form of the first temperature measuring component is not limited herein, and can be specifically set according to actual needs. For example, the first temperature measurement component may be a non-contact temperature measurement component such as an infrared component, and at this time, the first temperature measurement component may be arranged away from the brake pad assembly 53 and the brake disc 52; alternatively, the first thermometric component may be built into the brake pad assembly 53 and the brake disc 52 to directly monitor the temperature change of the two.
Referring to fig. 6-12, fig. 6 is a schematic diagram of a brake shoe assembly, fig. 7 is a schematic diagram of a brake head, fig. 8 is a side view of the brake shoe assembly, fig. 9 is a schematic diagram of a linkage, fig. 10 is a schematic diagram of one embodiment of a tread brake device, fig. 11 is a schematic diagram of another embodiment of the tread brake device, and fig. 12 is a schematic diagram of yet another embodiment of the tread brake device.
In another alternative, as shown in FIGS. 10-12 in conjunction with FIG. 2, the foundation brake device may be a tread brake device 6, which is a type of foundation brake device commonly used in heavy duty trucks and may include a brake cylinder 51, two brake shoe assemblies 61 disposed opposite each other, and a coupling assembly 62 connected to the two brake shoe assemblies 61, the wheel set 4 may include an axle 41 and two wheels 42 mounted to the axle 41, and the brake cylinder 51 may be connected to the brake shoe assemblies 61 via the coupling assembly 62. The brake shoe assemblies 61 may be the brake output components described above, and the first sensor 56 may be mounted to the brake shoe assemblies 61, and the brake shoe assemblies 61 may be capable of acting on the tread surfaces of the wheels 42 in a one-to-one correspondence to generate braking force to the wheels 42.
Referring to the drawings, the wheel surface of the wheel 42 is not a cylindrical surface, but a conical surface with a certain inclination angle, so that when the brake shoe assembly 61 in the form of a tread surface brakes the wheel 42, the brake shoe assembly 61 may shift in the axial direction, and thus the wheel cannot be reliably braked, and the connecting assembly 62 may provide axial connection for the two brake shoe assemblies 61, so as to ensure the determination of the axial position of the brake shoe assembly 61, and thus the wheel 42 can be reliably braked.
To this end, as shown in FIG. 6, in an embodiment of the present invention, a first sensor 56 can be mounted to a brake head 612 and a load carrier 58 can be provided in communication with the first sensor 56, the load carrier 58 being dimensioned to protrude from the brake head 612 and the mounting surface of the brake shoe 611 (the surface of the brake head 612 adjacent the brake shoe 611) and act as a contact member with the brake shoe 611 to mitigate the effects of high temperatures on the first sensor 56.
Here, the embodiment of the present invention is not limited to the specific value of the set dimension, and in implementation, a person skilled in the art can set the value according to actual needs. Generally, the set size will not be so large, and may be set, for example, between 1mm and 2 mm.
Further, a connecting piece 613 can be included, and the connecting piece 613 can be used for connecting the brake shoe 611 and the brake head 612, and can make the force measuring frame 58 contact with the back surface of the brake shoe 611 (the surface of the brake shoe 611 adjacent to the brake head 612) in the initial state, and the output signal of the first sensor 56 is zero.
By adopting the structure, the force measuring frame 58 is in close contact with the brake shoe 611, so that the first sensor 56 can be ensured to have higher sensitivity, and once the acting force is generated between the brake head 612 and the brake shoe 611, the first sensor 56 can monitor and feed back the acting force; the fact that the signal output by the first sensor 56 in the initial state is zero is equivalent to zero adjustment of the first sensor 56, and it can be ensured that the first sensor 56 in the initial state is not stressed, so that a foundation can be laid for accurate monitoring of subsequent braking force, and once braking is started, the signal output by the first sensor 56 in the initial state represents the actual braking force between the brake head 612 and the brake shoe 611.
In a specific embodiment, referring to fig. 9, the connecting member 613 may be a U-shaped pin, one side of the U-shaped pin may pass through the brake shoe 611, the other side may pass through the brake head 612, and after the U-shaped pin is installed, the protruding parts of the two sides of the U-shaped pin may be fixed by a limit stop 614 and a first fastening nut 615 to prevent the brake shoe 611 and the brake head 612 from moving axially relative to each other.
The distance H between the two side rods of the U-shaped bolt can be changed as required to meet the installation requirement between the force measuring frame 58 and the brake shoe 611.
In addition to the U-shaped pin, the connecting member 613 may also have other structures, such as a combination of a threaded rod and a nut.
With reference to fig. 6 and 7, in the installation direction of the brake head 612 and the brake shoe 611, which is the thickness direction of the brake head 612, the brake head 612 may be provided with a through stepped hole 612a, the stepped hole 612a includes a large diameter hole section and a small diameter hole section, and in the assembled state, the large diameter hole section is closer to the brake shoe 611 than the small diameter hole section; the first sensor 56 may be mounted to the large diameter bore section and the data output end 561 of the first sensor 56 may protrude from the small diameter bore section and may be secured by the second fastening nut 616 to ensure secure securement of the first sensor 56 to the brake head 612.
At the end opposite to the data output end 561, the first sensor 56 may further have a connection end 562, and the force measuring frame 58 may be screwed to the connection end 562 and partially protrude from the stepped hole 612a to meet the requirement of the aforementioned set dimension, and after the installation position of the force measuring frame 58 is determined, a third fastening nut 617 that is also screwed to the connection end 562 may be screwed, so that the third fastening nut 617 abuts against the force measuring frame 58, and the installation position of the force measuring frame 58 is fixed.
The brake shoe 611 may be provided with a groove-type or protrusion-type positioning portion 611a, the brake head 612 may be provided with a positioning engagement portion 612b, and the positioning engagement portion 612b may be shaped to match the positioning portion 611a, specifically, if the positioning portion 611a is protrusion-type (in the drawings), the positioning engagement portion 612b may be groove-type, and if the positioning portion 611a is groove-type, the positioning engagement portion 612b may be protrusion-type, and the positioning portion 611a may be inserted into the positioning engagement portion 612b at the time of assembly.
In the embodiment of the drawings, the positioning portion 611a of the brake shoe 611 may be a protrusion, and the positioning portion 611a and the brake head 612 may be provided with a connecting hole 612d for passing through the two side rods of the connecting member 613.
The quantity of the stepped holes 612a can be even number, and the symmetrical distribution is on both sides of the location matching part 612b, and each stepped hole 612a can be located in the middle position of the width direction of the brake head 612, thus, the brake head 612 is also designed to be symmetrical in the width direction, both side walls of the width direction of the brake head 612 are not provided with slots or holes, the strength of both sides of the width direction of the brake head 612 is even, in the process of braking force transmission, the stress on both sides of the width direction of the brake head 612 is also even, which is beneficial to ensuring the transmission direction of the braking force, and further the accuracy of monitoring can be improved.
The brake head 612 is further provided with a connecting portion 612c on the side facing away from the brake shoe 611 for connecting with the connecting assembly 62, and the structure of the connecting portion 612c is not limited herein, but can refer to the prior art.
Further, a second temperature measuring component (not shown in the figure) can be further included, the second temperature measuring component can monitor the temperature change of the contact part (specifically, the brake shoe 611) of the brake shoe assembly 61 and the wheel 42 and the temperature change of the wheel 42 respectively, and then the brake heat load can be researched through the temperature change data of the brake shoe 611 and the wheel 42. The second temperature measuring part has similar requirements in structure to the first temperature measuring part, and will not be described repeatedly.
In connection with FIGS. 10-12, the following embodiments of the present invention will further detail three different forms of tread braking devices.
Example one
As shown in fig. 10, connecting assembly 62 may include a connecting rod 621 for connecting two opposite brake shoe assemblies 61 to ensure that each brake shoe assembly 61 can brake the tread of wheel 42 reliably, a mounting seat 622 may be provided on both sides of connecting rod 621, brake shoe assemblies 61 can be connected to mounting seats 622 through a suspension rod, the number of brake cylinders 51 may be two, and two brake cylinders 51 respectively interact with two brake shoe assemblies 61 through connecting rod 621.
In this embodiment, a second sensor 512 may be further included, which is mounted on the piston rod 511 of the brake cylinder 51 and is used for monitoring the single-rod thrust of the piston rod 511, and by comparing the single-rod thrust with the measured braking force measured by the first sensor 56, the relationship between the single-rod thrust and the measured braking force when the brake shoe assembly 61 of the above-mentioned type is adopted can be calibrated, which is actually equivalent to measuring the loss, i.e. internal loss, caused by the brake shoe assembly 61 of the above-mentioned type for the transmission of braking force, so as to facilitate the improvement and popularization of the brake shoe assembly of the above-mentioned type.
Example two
As shown in fig. 11, the connecting assembly 62 may include a brake beam 623 and two oppositely disposed mounting seats 622, the brake beam 623 is used for connecting two opposite brake shoe assemblies 61, and two ends of the brake beam 623 respectively form a sliding fit with the mounting seats 622 on two sides, a specific sliding fit structure is not described in detail here, the number of the brake cylinders 51 may also be two, and the two brake cylinders 51 may respectively interact with the two brake shoe assemblies 61 through the brake beam 623.
In this embodiment, a third sensor (not shown) may be included, which may be located on the brake beam 623, for monitoring the single beam thrust force, which may be compared to the single lever thrust force, measured brake force, described above, to explore the loss of brake force caused by the brake beam 623 itself and the sliding friction between the brake beam 623 and the mounting block 622 following the addition of the brake beam 623, for subsequent modification of the tread brake assembly provided in a similar embodiment.
EXAMPLE III
As shown in fig. 12, the present embodiment is different from the second embodiment in that the number of brake cylinders 51 is one, and the brake cylinders 51 are drivingly connected to the brake beam 623 through the second brake lever 624.
In this embodiment, a fourth sensor may be further included, and the fourth sensor is disposed on the second brake lever 624 and is configured to monitor a lever pushing force, which may be compared with the aforementioned single beam pushing force to search for a braking force loss caused by adding the second brake lever 624, so as to facilitate a subsequent improvement of the tread brake device provided in a similar embodiment.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (16)
1. The dynamic performance testing system of the foundation brake device is characterized by comprising a driving part (1), an inertia wheel set (2), a gearbox (3) and a wheel set (4), wherein the driving part (1) is in transmission connection with the wheel set (4) through the inertia wheel set (2) and the gearbox (3);
the brake system further comprises a foundation brake device, wherein the foundation brake device comprises a brake cylinder (51) and a brake output component, the brake cylinder (51) is in transmission connection with the brake output component and can drive the brake output component to brake the wheel pair (4), and the brake output component is further provided with a first sensor (56) for monitoring the braking force of the brake output component on the wheel pair (4).
2. The foundation brake device dynamic performance testing system of claim 1, wherein the foundation brake device is a disc brake device (5) comprising the brake cylinder (51), a brake disc (52), and a brake pad assembly (53), the brake pad assembly (53) in combination with the brake disc (52) forming the brake output component;
the wheel pair (4) comprises a wheel shaft (41) and two wheels (42) mounted on the wheel shaft (41), the brake disc (52) is mounted on the wheel shaft (41), the brake pad assemblies (53) are arranged on two axial sides of the brake disc (52), the brake cylinder (51) is in transmission connection with the brake pad assemblies (53) through a first brake lever (54), and the first sensor (56) is arranged at the connection position of the first brake lever (54) and the brake pad assemblies (53).
3. The foundation brake dynamic performance testing system of claim 2, wherein the brake pad assembly (53) includes a brake pad (531) and a brake pad holder (532), and the first sensor (56) is shaft-shaped and serves as a hinge shaft for the first brake lever (54) to hinge with the brake pad holder (532).
4. The foundation brake device dynamic performance testing system of claim 3, wherein an anti-rotation feature is further provided between the pad carrier (532) and the first sensor (56) to prevent rotation of the first sensor (56) relative to the pad carrier (532).
5. The foundation brake device dynamic performance testing system according to any one of claims 2 to 4, further comprising a first temperature measuring part capable of monitoring a temperature change of a portion of the pad assembly (53) in contact with the brake disc (52) and a temperature change of the brake disc (52), respectively.
6. The foundation brake dynamic performance testing system of claim 1, wherein the foundation brake is a tread brake (6) comprising the brake cylinder (51), two brake shoe assemblies (61) disposed opposite each other, and a connecting assembly (62) connected to the two brake shoe assemblies (61), the brake shoe assemblies (61) being the brake output member;
the wheel pair (4) comprises a wheel shaft (41) and two wheels (42) mounted on the wheel shaft (41), the brake cylinder (51) is connected with the brake shoe assembly (61) through the connecting assembly (62), the first sensor (56) is arranged on the brake shoe assembly (61), and the two brake shoe assemblies (61) can be acted with the two wheels (42) in a one-to-one correspondence mode.
7. The foundation brake dynamic performance testing system of claim 6, wherein the brake shoe assembly (61) comprises a brake shoe (611) and a brake head (612), the first sensor (56) is mounted to the brake head (612), and the first sensor (56) is further connected to a force frame (58), the force frame (58) protruding from the brake head (612) and the mounting surface of the brake shoe (611) is sized;
the brake block further comprises a connecting piece (613), wherein the connecting piece (613) is used for connecting the brake shoe (611) and the brake head (612), the force measuring frame (58) is in contact with the back surface of the brake shoe (611) in an initial state, and the external output signal of the first sensor (56) is zero.
8. The foundation brake dynamic performance testing system of claim 7, wherein the connecting member (613) is a U-shaped bolt, one side rod of the U-shaped bolt passes through the brake shoe (611), the other side rod passes through the brake head (612), and the protruding parts of the two side rods of the U-shaped bolt are fixed by a limit stop (614) and a first fastening nut (615).
9. The foundation brake rigging dynamic performance testing system according to claim 7, wherein, in a direction of installation of the brake head (612) and the brake shoe (611), the brake head (612) is provided with a stepped bore (612a) therethrough, the stepped bore (612a) including a major diameter bore section and a minor diameter bore section, the major diameter bore section being relatively close to the brake shoe (611) in an assembled state;
the first sensor (56) is mounted on the large-diameter hole section, and a data output end portion (561) of the first sensor (56) extends out of the small-diameter hole section and is fixed through a second fastening nut (616).
10. The foundation brake dynamic performance testing system of claim 9, wherein the first sensor (56) further comprises a connection end (562), and the force frame (58) is threadably coupled to the connection end (562) and secured via a third fastening nut (617).
11. The foundation brake dynamic performance testing system of claim 9, wherein the brake shoe (611) is provided with a groove-shaped or protrusion-shaped positioning portion (611a), the brake head (612) is provided with a positioning engagement portion (612b), and the positioning portion (611a) is inserted into the positioning engagement portion (612b) when assembled;
the number of the stepped holes (612a) is even, the stepped holes are symmetrically distributed on two sides of the positioning matching part (612b), and each stepped hole (612a) is located in the middle of the brake head (612) in the width direction.
12. Foundation brake arrangement dynamic performance testing system according to any of claims 6-11, characterized in that the connection assembly (62) comprises a connecting rod (621) for connecting two opposite brake shoe assemblies (61), the number of brake cylinders (51) being two, the two brake cylinders (51) interacting with the two brake shoe assemblies (61) via the connecting rod (621), respectively.
13. A foundation brake device dynamic performance testing system according to claim 12, further comprising a second sensor (512) mounted to a piston rod (511) of the brake cylinder (51) for monitoring a single rod thrust of the piston rod (511).
14. A foundation brake rigging dynamic performance testing system according to any one of claims 6-11, wherein the coupling assembly (62) comprises a brake beam (623) and two oppositely disposed mounting seats (622), the brake beam (623) is adapted to connect two brake shoe assemblies (61) which are opposite to each other, and two ends of the brake beam (623) are slidably connected to the two mounting seats (622) respectively, the number of the brake cylinders (51) is two, and the two brake cylinders (51) are respectively engaged with the two brake shoe assemblies (61) through the brake beam (623); alternatively, the first and second electrodes may be,
the connecting assembly (62) comprises a brake beam (623), a second brake lever (624) and two oppositely arranged mounting seats (622), the brake beam (623) is used for connecting the two opposite brake shoe assemblies (61), two ends of the brake beam (623) are respectively connected to the two mounting seats (622) in a sliding mode, the number of the brake cylinders (51) is one, and the brake cylinders (51) are in transmission connection with the brake beam (623) through the second brake lever (624).
15. The foundation brake rigging dynamic performance testing system according to claim 14, further comprising a third sensor disposed on the brake beam (623) for monitoring single beam thrust and a fourth sensor disposed on the second brake lever (624) for monitoring lever thrust.
16. Foundation brake arrangement dynamic performance testing system according to claim 12 or 14, further comprising a second temperature measuring means capable of monitoring the temperature change of the brake shoe assembly (61) in contact with the wheel (42) and the temperature change of the wheel (42), respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010119570.8A CN111267820A (en) | 2020-02-26 | 2020-02-26 | Dynamic performance test system for foundation brake device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010119570.8A CN111267820A (en) | 2020-02-26 | 2020-02-26 | Dynamic performance test system for foundation brake device |
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| CN111267820A true CN111267820A (en) | 2020-06-12 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010119570.8A Pending CN111267820A (en) | 2020-02-26 | 2020-02-26 | Dynamic performance test system for foundation brake device |
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| CN113968208A (en) * | 2021-12-08 | 2022-01-25 | 眉山中车制动科技股份有限公司 | Method and system for acquiring dynamic-static braking transmission efficiency of railway wagon |
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